Method and system for inspecting railway tracks

ABSTRACT

The invention provides a graphical user interface implemented on a computer including an information area for displaying to a user at the computer inspection status information in connection with one or more components of a linear asset infrastructure. The graphical user interface also includes a control component operable by the user at the computer to cause the graphical user interface to display additional information on the one or more components of the linear asset infrastructure.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.17/027,491, filed on Sep. 21, 2020, which is a continuation of U.S.patent application Ser. No. 16/678,725, filed on Nov. 8, 2019, which isa continuation of U.S. patent application Ser. No. 14/567,376, filed onDec. 11, 2014, which is a continuation of U.S. patent application Ser.No. 12/454,734, filed on May 20, 2009, which claims the benefit under 35U.S.c. § 119(e) of U.S. Provisional Patent Application No. 61/071,849filed May 21, 2008. The contents of the above-mentioned patentapplications are incorporated herein by reference.

FIELD OF THE INVENTION

The invention relates to methods, systems and individual componentsthereof for performing inspection of linear assets, such as a railwayinfrastructure, a water distribution infrastructure, an oil distributioninfrastructure, a gas distribution infrastructure and an electricitydistribution infrastructure, among others.

BACKGROUND OF THE INVENTION

Companies that use linear assets in the course of their commercialactivities are required to implement a structured process to inspectthose assets. One example of linear assets is a railway infrastructure.A railway infrastructure includes many miles of tracks over which trainstravels. A component of the management operation includes inspecting thetracks and performing repairs when necessary. Currently, trackinspections can be done either manually or with the assistance ofautomated measuring equipment to supplement the manual inspection.However, the results of those inspections are handled manually. Reports,which usually consist of paper forms that are hand filled by theinspector after the inspection is completed, are processed bysupervisors or managers to ensure that an adequate follow-up isperformed. A follow-up may include additional inspections to apotentially problematic track section, the imposition of temporaryremedial actions to reduce the risks of incidents or the scheduling ofcorrective action.

When the railway infrastructure is extensive, it becomes difficult andtedious to manage the inspection process and any follow-up activities byrelying on largely manual information flow systems.

Accordingly, there is a clear need in the industry to develop anautomated approach to linear asset management, in particular to railwayinfrastructure management such as to improve the efficiency ofoperations.

SUMMARY OF THE INVENTION

As embodied and broadly described herein the invention provides agraphical user interface implemented on a computer, including aninformation area for displaying to a user at the computer inspectionstatus information in connection with one or more components of a linearasset infrastructure and a control component operable by the user at thecomputer to cause the graphical user interface to display additionalinformation on the one or more components of the linear assetinfrastructure.

As embodied and broadly described herein the invention also provides agraphical user interface implemented on a computer, including: a) aninformation area for displaying to a user at the computer conditionstatus information in connection with conditions recorded against one ormore components of a linear asset infrastructure, wherein the conditionsbeing indicative of deviations from operational requirements of the oneor more components; b) a control component operable by the user at thecomputer to cause the graphical user interface to display additionalinformation on the one or more conditions.

As embodied and broadly described herein, the invention further providesa graphical user interface implemented on a computer, including: a) aninformation area for displaying to a user at the computer workassignment status information in connection with one or more workassignments to be performed on components of a linear assetinfrastructure; b) a control component operable by the user at thecomputer to cause the graphical user interface to display additionalinformation on the one or more work assignments.

As embodied and broadly described herein, the invention also provides agraphical user interface implemented on a computer for recordingconditions against components of a linear asset infrastructure, thegraphical user interface including:

a) a first input area to receive information input by a user foridentifying a component against which an actual condition is to berecorded, the actual condition being indicative of a deviation from anoperational requirement of the component;

b) a second input area to receive information input from the user todescribe the actual condition, the second information area displaying tothe user a set of input options, the options in the set corresponding toconditions that can possibly be associated with the component, the setof input options allowing the user to select an input option thatmatches the actual condition to provide a description of the actualcondition in the second input area.

As embodied and broadly described herein the invention further includesa graphical user interface implemented on a computer to record aninspection of a component in a linear asset infrastructure, thegraphical user interface including:

a) an information display area to display an identification of thecomponent, wherein the component has a certain length;

b) an input area for receiving information input by a user indicative ofa length of a portion of the component on which an inspection wasperformed, wherein the length of the component on which the inspectionwas performed is less than the certain length;

c) a control component operable by the user at the computer to cause thegraphical user interface to display additional information on a portionof the component on which the inspection was not performed.

As embodied and broadly described herein, the invention further providesa graphical user interface implemented on a computer to record aninspection of a component in a linear asset infrastructure, thegraphical user interface including:

a) an information display area to display in a list format a pluralityof entries, each entry being associated with a component, each entryincluding a field to display information identifying the respectivecomponent;

b) the information display area including an information input areaassociated with each entry to allow a user to input at the computerinformation in connection with an inspection performed on the componentassociated with the entry;

c) a control component associated with each entry and being operable bythe user at the computer to cause the graphical user interface tore-order the display such that entries associated with components thatare geographically in proximity to one another appear as a group in theinformation display area.

As embodied and broadly described herein, the invention also provides amethod for recording a condition in connection with a component of alinear asset infrastructure, the method including:

a) entering information at a computing device via a graphical userinterface to identify the component or a sub-component of the component;

b) performing a search in the database on the basis of the informationentered at the computing device to generate a set of possible conditionsthat may affect the component;

c) displaying to a user at the computer the possible conditions, wherebythe graphical user interface allows the user to select a condition amongthe possible conditions that matches the actual condition of thecomponent to be recorded;

d) in response to the selection creating a condition record in thedatabase that associates the component with the selected condition.

As embodied and broadly described herein, the invention also provides asystem for recording a condition in connection with a component of alinear asset infrastructure, the system including:

a) a graphical user interface implemented on a computing device allowinga user to enter information to identify the component or a sub-componentof the component;

b) program code for:

i) performing a search in a database on the basis of the informationentered at the computing device to generate a set of possible conditionsthat may affect the component;

ii) directing the graphical user interface to display to a user at thecomputer the possible conditions, whereby the graphical user interfaceallows the user to select a condition among the possible conditions thatmatches the actual condition of the component to be recorded;

iii) in response to the selection creating a condition record in thedatabase that associates the component with the selected condition.

As embodied and broadly described herein, the invention also provides amethod for performing inspection of an asset of a linear assetinfrastructure, the method including:

-   -   a) traversing the asset with a device including a probe to        perform inspection of the asset;    -   b) storing data on a storage device conveying inspection        information derived from the probe;    -   c) processing the data with a computer for:    -   i) determining if the inspection information is indicative of an        abnormality in the asset;    -   ii) selecting an asset defect among a set of possible asset        defects on the basis of the abnormality, wherein the selected        defect is a likely asset condition that is the source of the        abnormality;    -   iii) creating for the selected defect a condition record, the        condition record being indicative of the selected asset defect.

As embodied and broadly described herein, the invention also provides amethod for managing an inspection process in connection with linearassets of a linear assets infrastructure, the method including:

a) storing in a database entries associated with respective componentsof the linear assets infrastructure;

b) associating an inspection due date with each entry;

c) driving an inspection status indicator in a graphical user interfacewhich provides an indication to a human operator of the inspectionstatus of the component associated with the entry at least in part onthe basis of the inspection due date.

As embodied and broadly described herein, the invention further providesa system for assisting a user to manage an inspection process inconnection with linear assets of a linear assets infrastructure, thesystem including:

a) a database storing:

i) entries associated with respective components of the linear assetsinfrastructure;

ii) inspection due date data associated with each entry;

b) a graphical user interface implemented on a computing device whichprovides an inspection status indicator, the inspection status indicatorproviding information to the user on the inspection status of thecomponent associated with the entry;

c) program code for driving the inspection status indicator at least inpart on the basis of the inspection due date data.

BRIEF DESCRIPTION OF THE DRAWINGS

A detailed description of examples of implementation of the presentinvention is provided hereinbelow with reference to the followingdrawings, in which:

FIG. 1 is a high level block diagram of a railway infrastructuremanagement system according to a non-limiting example of implementationof the invention;

FIG. 2 is a more detailed block diagram of the railway infrastructuremanagement shown in FIG. 1;

FIG. 3 is a diagram and example of an on-screen display for showing tothe user a dashboard that consolidates and organizes railwayinfrastructure inspection information;

FIG. 4 is a diagram and example of an on-screen display allowing theuser to perform a query in the railway infrastructure inventorydatabase;

FIG. 5 is a diagram and example of an on-screen display which shows to auser a railway infrastructure inventory report, produced as a result ofa query by using the tool shown in FIG. 4. The railway infrastructureinventory report lists components of the railway infrastructure and alsoshows inspection status information;

FIG. 6 is a diagram and example of an on-screen display allowing theuser to modify a feature of the railway infrastructure;

FIG. 7 is a diagram and example of an on-screen display allowing a userto record a condition arising in the railway infrastructure;

FIG. 8 is a diagram and example of an on-screen display allowing a userto record a new condition in connection with a component of the railwayinfrastructure;

FIG. 9 is a diagram and example of an on-screen display showing to auser a list of outstanding conditions recorded in connection with acomponent of the railway infrastructure;

FIG. 10 is a diagram and example of an on-screen display showing aconditions summary in connection with a component of the railwayinfrastructure;

FIG. 11 is a diagram and example of an on-screen display allowing a userto schedule a maintenance activity on a component of the railwayinfrastructure;

FIG. 12 is a diagram and example of an on-screen display providing alist of common maintenance activities from which the user can select anactivity to be performed;

FIG. 13 is a diagram and example of an on-screen display showing a trackinspection summary list;

FIG. 14 is a diagram and example of an on-screen display showing a trackinspection selection screen;

FIG. 15 is a diagram and example of an on-screen display showing a listof feature inspection entries;

FIG. 16 is an enlarged view of GUI controls used for invoking GPSfunctionality;

FIG. 17 is a diagram and example of an on-screen display showing a listof scheduled work activities;

FIG. 18 is functional diagram of a software for implementing the railwayinfrastructure management system, according to a non-limiting example ofimplementation of the invention;

FIG. 19 is a block diagram illustrating a data structure linkingfeatures, conditions, level of priority and remedial action information;

FIG. 20 is a block diagram illustrating a data structure for linkingvarious track segments, some of them interconnected and constituting atrack segment family;

FIG. 21 is a diagram illustrating a set of railway tracks that includeadjacent tracks and interconnected track segments, such as spur lines;

FIG. 22 is a flowchart illustrating the process of querying a databaseand arranging the on-screen display to show a track segment family;

FIG. 23 is a flowchart of a process to provide to the user automaticguidance toward a component that is to be inspected or repaired;

FIG. 24 is a block diagram of a data structure that maps differentcomponents of the railway infrastructure to inspection frequency data,inspection status data, work assignment due dates and work assignmentstatus;

FIG. 25 is a flowchart of a process for updating the inspection statusof a component of the railway infrastructure;

FIG. 26 is a flowchart of a process for updating the work assignmentstatus in connection with a component of the railway infrastructure;

FIG. 27 is a block diagram of a vehicle to automatically perform tracksegment inspections;

FIG. 28 is a flow chart for processing information gathered from a railinspection vehicle;

FIG. 29 is a flowchart of a process for automatically generating acondition record;

FIG. 30 is a block diagram that illustrates the manner in which the datarepresenting the railway infrastructure inventory is structured;

FIG. 31 is schematic view of a track segment showing an inspectedportion of the track segment and a non-inspected portion;

FIG. 32 is a flow chart illustrating the process for modifying thedatabase and the display in order to account for non-inspected portionsof a track segment;

FIG. 33 is a diagram and example of an on-screen display showingconditions recorded against a track segment;

In the drawings, embodiments of the invention are illustrated by way ofexample. It is to be expressly understood that the description anddrawings are only for purposes of illustration and as an aid tounderstanding, and are not intended to be a definition of the limits ofthe invention.

DETAILED DESCRIPTION

FIG. 1 is a block diagram of a railway infrastructure management systemaccording to a non-limiting example of implementation of the invention.The railway infrastructure management system 10 is implemented on anetwork-based computer platform, but other types of implementation suchas an implementation using one or more stand-alone computers can be usedwithout departing from the spirit of the invention.

The railway infrastructure management system 10 includes a server 12which performs data processing functions and manages access to adatabase 14. The database 14 stores information about the variouscomponents of the railway infrastructure that is being managed,components inspection information, inspection schedules and maintenanceinformation, among others.

In the example shown in the drawing, the database 14 is connecteddirectly to the server 12. Note that many other arrangements arepossible without departing from the spirit of the invention. Forinstance, the database 14 may be placed at any suitable location, aslong as it can be accessed to by the various network devices to read thedata or write data to it. Note that while the database 14 is shown as asingle component, this is for illustration purposes only. In practice,the database 14 may include a single information storage unit or severalinformation storage units, without departing from the spirit of theinvention.

The railway infrastructure management system 10 also includesworkstations 16, 18 and 20 at which users interact with the system.Workstations 16 and 18 are shown as desktop units while the workstation20 is a mobile device such as a Personal Digital Assistant (PDA) or alaptop computer.

The workstations 16, 18 and 20 communicate with the server 12 overcommunication links 22. The communication links 22 may be wireline orwireless. In the case of the workstation 20, the communication link 22can be wireless to permit mobility. Alternatively, the communicationlink can be wireline and can be established only when the workstation 20is synchronized with the remainder of the system, such as when theworkstation 20 connects to the network. During the time the workstation20 is not connected to the network, the workstation 20 works in anoffline mode where data can be collected by the workstation 20 anduploaded to the network connection when the network connection isrestored.

At least one of the workstations 16, 18 and/or 20, in this case theworkstation 18, has a reader 24 to read data stored on a removablestorage device 26. Any suitable reader and removable storage device canbe used without departing from the spirit of the invention. Theremovable storage device contains information derived from an automatedinspection device, for processing by the server 12. The automatedinspection device will perform automatically an inspection of one ormore components of the railway infrastructure and generate inspectiondata. This data is stored on the removable storage device 26.

The various components of the railway infrastructure management system10 can communicate via any suitable data communications network 28. Inthe example shown, the data communications network 28 can be theInternet or any other suitable network.

FIG. 2 is more detailed block diagram of the railway infrastructuremanagement system 10. The server 12 is a computing platform thatincludes a processor 30 that executes software and which provides thecore system functionality. The processor 30 communicates with a memory32 in which are stored the program instructions executed by theprocessor 30 and also data on which processing is being performed. Theserver communicates with the database 14 over a communication link 34.Data that is stored in the database 14 or that is read from the database14 is conveyed over the communication link 34.

The workstations 16 and 20 use a computing platform having a processorand a memory that is similar to the one used by the server 12 and forthat reason the explanation above will not be repeated. One of the majordifferences between the workstation 20 and the workstation 16 resides inthe use of a Global Positioning System (GPS) receiver 36 which allowspicking up GPS satellite signals, processing the signals and generatinglocation information. That location information that indicates theposition of the workstation 20 is conveyed to the processor 30 of theworkstation 20. Note that the GPS receiver 36 is only one possible wayof generating location information. Another option is to use cell phonetriangulation.

FIG. 18 is a block diagram illustrating the operation of the railwayinfrastructure management system 10 from the perspective of an end user.Typically, this user would be an individual that is responsible forperforming management of the railway infrastructure, such as schedulinginspections, or maintenance operations on the railway infrastructure.The user interacts with the railway infrastructure management system 10via the workstations 16, 18 and 20, and more particularly via the userinterfaces of those workstations. The user interfaces allow the user toobtain information from the railway infrastructure management system 10and also to input information. In a specific and non-limiting example ofimplementation, the user interfaces are Graphical User Interfaces (GUI).Without intent of being bound by a specific definition, a GUI wouldtypically include means to deliver visually information to the user,such as a display, and also graphical tools allowing the user to makeselections and input commands.

In a specific and non-limiting example of implementation, the GUIimplements a dashboard 1900 that consolidates information and presentsit to the user in a way that is easy to read and understand. Thedashboard 1900 consolidates four different classes of information,namely track inspection status information 1902, feature inspectionstatus information 1904, conditions summary information 1906 and worksummary information 1908.

The track inspection status information shows to the user track segmentsof the railway infrastructure on which inspection is overdue 1910, tracksections on which inspection is due 1912 and track sections on which theinspection has been completed 1914. The feature inspection statusinformation shows features of the railway infrastructure on whichinspection is overdue 1916, inspection is currently due 1918 andinspection has been completed 1920. The conditions summary informationshows to the user how conditions recorded in connection with a componentof the railway infrastructure, such as track segments or features,currently stand. A condition recorded against a component of the railwayinfrastructure indicates a deviation from the operational requirement ofthe component such that remedial action may be required. The remedialaction may be of temporary nature to provide for safe operation or ofmore permanent nature, such as repairs of the component to resolve thecondition.

More specifically, the dashboard 1900 shows whether overdue conditions1922 exist, conditions that are currently due 1924 exist and also showscurrently completed conditions 1926.

The work summary information 1908 shows to the user a collection ofmetrics about work assignments on the railway infrastructure.Specifically, the work summary information shows work assignments thatare urgent 1928, near urgent 1930 and completed 1932.

The dashboard 1900 allows the user to access different functionalitiesand features of the system that provide additional information on therailway infrastructure or that can allow the user to record events andconditions arising in connection with the railway infrastructure. Morespecifically, the dashboard 1900 allows the user to invoke conditionsmanagement tools 1934, tools to log results of track inspections 1936and also tools to log results of feature inspections 1938.

The tools to manage conditions 1934 include a tool to retrievecomponents 1942 in the database of components, a tool to create acomponent inventory report 1944, a tool 1946 allowing to modify acomponent of the railway infrastructure, such as a track segment orfeature, a tool to record a condition 1948 in connection with acomponent of the railway infrastructure, a tool 1950 to view alloutstanding conditions in connection with a certain component of therailway infrastructure and a tool 1952 to select maintenance activitiesin connection with a condition.

The tools 1936 to log results of track inspections include a trackinspection summary tool 1954 providing details about track inspectionsand a tool 1956 to log the results of a track inspection.

The tools 1938 to log results of feature inspections include a featureinspection summary tool 1958 providing details about feature inspectionsand a tool 1960 to log the results of a feature inspection.

The dashboard 1900 allows the user to access any one of the toolsindicated above. The arrows in the drawing show possible access paths tothe individual tools, however those access paths are not exclusive inthe sense that the tools may be invoked in other ways without departingfrom the spirit of the invention.

FIG. 3 is an example of an on-screen display of the dashboard 1900. Thedashboard 1900 displays consolidated information to the user and alsohas a plurality of controls that allows the user to invoke a pluralityof different tools for performing railway infrastructure management.

The information presented to the user consolidates track inspectionstatus information 1902, feature inspection status information 1904,conditions summary information 1906 and work summary information 1908.

The track inspection status information 1902 is presented into a trackstatus information area 322 which shows information about an inspectionschedule of track segments. Note that the track segments include curves,sidings, spurs and yard track in addition to straight track segmentsused for regular traffic. The track inspection status information ispresented as a table showing a subdivision 300 of the railwayinfrastructure for which track inspection status information is provided302. The track inspection status 302 shows three distinct categories,namely overdue 304, due 306 and completed 308. The subdivision field 300identifies a certain zone of the railway infrastructure containing thetrack segments for which inspection information is being provided.Typically, the railway infrastructure is divided into geographical zonesthat may have any appropriate surface and/or shape. The subdivisioninformation refers to anyone of those geographical zones.

The overdue category 304 includes track segments on which an inspectionis past due. The due category 306 shows track segments on which aninspection is currently due but it is not overdue, while the completedcategory 308 shows track segments on which an inspection is completed.

Specifically, the track status information area 322 shows that thesubdivision 241 has 13 track segments on which inspection is overdue,one track segment on which inspection is due and 165 track segments onwhich the inspection has been completed. The track status information1902 also shows that for the subdivision 270 there are no track segmentsfor which inspection is overdue, no track segments for which theinspection is due and 78 track segments for which the inspection hasbeen completed.

Moreover, the track status information area 322 shows current totals forthe railway infrastructure territory on which reporting is being done.The territory can encompass the entire railway infrastructure or aportion thereof, such as a selected number of subdivisions, which asdiscussed earlier are smaller parcels of the territory. Therefore, thetotals indicate that in the entire territory there are 13 track segmentson which inspection is overdue, 1 track segment on which inspection isdue and 243 track segments on which the inspection has been completed.

It will be appreciated that the track status information area 322 doesnot show the entire inventory of track segments that exist in theterritory of interest, but are a filtered version of that inventoryshowing only the subdivisions with track segments relevant from aninspection point of view.

The track status information area 322 is provided with a controlallowing the user to drill down and gain more information about thetrack segments in any one of the overdue 304, the due 306 and thecompleted 308 categories. In a specific example of implementation, thecontrol is in the form of a clickable text or graphic that whenactivated will take the user to a different page or open a new window onthe screen to display the additional information. The control can be inthe form of a hyperlink 310. The hyperlink 310 appears as an underliningof the number of track segments presented in anyone of the overdue 304,due 306 and completed 308 categories.

When a user activates the hyperlink 310, additional information ispresented in a new window or page that identifies the track segments inthe group associated with the hyperlink. The additional information mayprovide the identifiers of the track segments, a more specificgeographical location of the track segments within the subdivision, suchas the distance (from a suitable reference point) at which a tracksegment starts up to the distance at which a track segment ends orgeographical coordinates, such as latitude and longitude of thebeginning and/or end of a track segment, the date at which theinspection was due and the date at which the last inspection was made,among others.

Hyperlinks are associated with the track segment groups in the overdue304, due 306 and completed 308 categories, for each subdivision, and forthe overdue 304, due 306 and completed 308 categories in the totals row.

The feature inspection status information 1904 is structured in asomewhat similar fashion. The features in the territory of interest thatare relevant from the inspection point of view are presented in term ofcategories in a feature status information area 324. Seven categories offeatures are provided namely, bridge, derail, joint and joint bar,lubricator, road crossing, track crossing and turnout. This is only anexample and other categories can be used without departing from thespirit of the invention. For each feature category is providedinspection status information. That inspection status information isdivided in overdue 314, due 316 and completed 318 categories. Totals 320for each inspection category are shown as well.

The feature status information area 324 also contains a control allowingthe user to obtain additional information about a group of featurespresented in the table. The control is a clickable text or graphic, suchas a hyperlink 326 that when invoked, opens a new window or page showingthe additional information. For example, invoking the hyperlink 326 inconnection with the lubricators on which the inspection is overdue, theuser is shown a window or page where those features are detailed. Theadditional information may provide the identifiers of the lubricators, ageographical location of the lubricators within the subdivision, such asthe distance from a suitable reference point or geographicalcoordinates, such as latitude and longitude, the date at which theinspection was due and the date at which the last inspection was made,among others.

The conditions summary information 1906 is presented in a conditionssummary area 328. The conditions summary area 328 presents conditions inconnection with track segments or features of the railwayinfrastructure, ordered by severity of condition 330. A conditionreflects the current state of a component of the railway infrastructure,such as a track segment or feature, and indicates a deviation from acorrect operational state. A malfunction or defect noted in connectionwith a track segment or feature is an example of a condition that wouldbe presented in the conditions summary area. Different conditionseverity categories 330 are being used, namely urgent conditions, nearurgent conditions and priority conditions and a condition totals is alsoprovided. Note that more or less condition severity categories can beused without departing from the spirit of the invention.

For each condition severity category, the status information 332provided shows outstanding conditions 334 and completed conditions 336.The outstanding conditions 334 relate to conditions where a malfunctionor defect currently exists while the completed conditions 336 relate toconditions where the malfunctions or defects have been remedied. Theoutstanding conditions 334 are separated into new conditions 338 andoverdue conditions 340. Also a sum 342 of all conditions is shown. Thecompleted conditions 336 are presented in terms of time of completion.In the example shown, two categories have been created, namelyconditions completed yesterday 344 and conditions completed last week346.

As in the case with the previously described track inspection statusinformation 1902 and feature inspection status information 1904, thecondition summary area 328 also contains a control allowing the user toobtain additional information about a group of conditions presented inthe table. The control is a clickable text or graphic, such as ahyperlink 348 that when invoked, opens a new window or page showing theadditional information. For example, invoking the hyperlink 348 inconnection with the near urgent conditions that are overdue, the user isshown a window or page where those conditions are detailed. Theadditional information may provide the identification of the tracksegments or features to which the different conditions apply, thespecific conditions that have been recorded in connection with the tracksegments or features, identifiers of the track segments or features, ageographical location of the track segment or features within thesubdivision, such as the distance from a suitable reference point orgeographical coordinates (such as latitude and longitude), the date atwhich the condition was recorded and any remedial action, among others.

The work summary information 1908 is shown in a work center summary area350. The work center summary area 350 shows different tasks, whetherthey are outstanding and their degree of urgency. Typically, the taskswould be work necessary to remedy a condition shown in the conditionsummary area 328.

The work center column 352 shows a list of all tasks that have beenrecorded, in other words tasks that need to be carried out. The listincludes tasks that have been assigned 354 to work crews and also tasks356 that have not yet been assigned. The tasks presented in the workcenter column 352 are divided into an outstanding group 358 and acompleted group 360. The outstanding group 358 relates to tasks thathave not yet been completed.

The outstanding group 358 is divided in three categories in terms ofdegree of urgency of the task, namely urgent tasks 362, near urgenttasks 364 and priority tasks 366. The completed group 360 is dividedbetween tasks completed yesterday 368 and tasks completed last week 370.

As in the case with the previously described track inspection statusinformation 1902, feature inspection status information 1904 and thecondition summary information 1906, the work summary area 350 alsocontains a control allowing the user to obtain additional informationabout a group of tasks presented in the table. The control is aclickable text or graphic, such as a hyperlink 372 that, when invoked,opens a new window or page showing the additional information. Forexample, by invoking the hyperlink 372 in connection with unassignedurgent tasks that are outstanding, the user is shown a window or pagewhere those tasks are detailed. The additional information may providethe identification of the track segments or features to which the taskrelates, the specific conditions that have been recorded in connectionwith the track segments or features and to which the task will remedy,identifiers of the track segments or features, a geographical locationof the track segment or features within the subdivision, such as thedistance from a suitable reference point or geographical coordinates,such as latitude and longitude and the date at which the condition wasrecorded, among others.

Accordingly, the four information areas 302, 324, 332 and 350 providethe user with information regarding inspection of track segments andfeatures, recorded conditions and tasks and work assignments in therelevant territory of railway infrastructure. The user can see at aglance what is overdue or that will shortly become overdue, which allowsmanaging the inspections and repairs much more efficiently.

Note that while the example of an on-screen display at FIG. 3 shows thefour classes or categories of summary information, more or less classesor categories can be used without departing from the spirit of theinvention.

The on-screen display shown in FIG. 3 also shows a set of controls 374allowing the user to invoke certain functions. The controls areclickable controls, in other words they can be operated by a pointingdevice. The controls are virtual buttons and they simulate mechanicalbuttons, but other controls can also be used without departing from thespirit of the invention.

A plant inventory control 376 can be used to access the entire databaseof railway infrastructure components, namely track segments andfeatures. By invoking the plant inventory control 376, the user invokesa filtering tool allowing entering filtering criteria in order toisolate a single component or a group of components of the railwayinfrastructure on the basis of certain characteristics. An on-screendisplay of the filtering tool is shown in FIG. 4.

The user can enter any desired selection criteria and invoke thecomponent retrieval logic function 1942 (see FIG. 18) by clicking thesubmit button 400. As a result of this action, the database of railwayinfrastructure components will be filtered to extract only those entriesthat match the selection criteria. If no selection criteria are enteredand all the fields are left blank, then the entire database of railwayinfrastructure components will be shown to the user.

The results of a filtering operation are shown in FIG. 5. In the blockdiagram of FIG. 18, those results correspond to the component inventoryreport function 1944.

The on-screen display has two information areas 500 and 502. Theinformation area 500 shows track segment information while theinformation area 502 shows feature-related information. In other words,the set of track segments that have been generated by the filteringoperation are listed in the information area 500 while the set offeatures produced by the filtering operation are listed in theinformation area 502.

The information area 500 has an information display field 506. Theinformation display field 506 presents in a list format the set of tracksegments generated by the filtering operation. More specifically, theinformation display field 506 organizes the set of track segmentsaccording to the following:

1. An Object 508 shows the type of track segment, among several possibletrack segments, such as track and curve, among others.

2. A Zone 510 and Subdivision (Sub) 512 identify the geographicallocation of the track segment.

3. A Track (Trk) 514 and a Local ID 516 are track segment identifiers.

4. A Mile From (MF) 518 and a Mile To (MT) 520 show the beginning andend of the track segment relative to a reference point.

5. A Joint MP 522 shows a joint mile point.

6. A Track class 524 refers to the class of the track segment.

The information area 502 is structured in general similarly to theinformation area 500. There is provided an information display field528. The information display field 528 presents, in a list format, theset of features generated by the filtering operation. More specifically,the information display field 528 organizes the set of featuresaccording to the following:

1. A Switch Throw (Sw Thr) 530, which refers to a cycling of a railroadswitch.

2. An inspection status (Stat) 532 of the feature. The statusinformation is shown by using color codes to facilitate the visualidentification of features in the list that have a particular condition.The color coding arrangement uses four different colors to convey statusinformation. When the color is white, this means that no outstandingaction is required from the point of view of inspection. When the coloris red, the inspection is overdue. When the color is yellow, theinspection is currently due and when the color is green the inspectionhas been completed. This color notification arrangement is shown to theuser by using a format that suggests a traffic light which has a meaningwidely understood.

3. An Inspection form 534. This is a clickable control 535 which, whenactuated, invokes a function to record an inspection operation (therecord a condition function 1948 in FIG. 18). Accordingly, a userperforms an inspection operation on anyone of the features listed in theinformation display field 528 by “clicking” in the associated control535.

4. An Object 536 provides a description of the feature.

5. A Zone 538 and a Subdivision 540 (Sub) identify the geographicallocation of the feature.

6. A Track (Trk) 542 and Local ID 544 are feature identifiers.

7. A Mileage position (MP) 546 is the distance of the feature from areference point.

8. A Frequency (Freq) 548 refers to the frequency at which an inspectionis to be performed. For example, a turnout and a lubricator wouldtypically have a monthly inspection frequency. Obviously these areexamples and the inspection frequency can greatly vary from one featureto the other.

9. A Last Inspection (Last Insp) 550 shows the date at which the lastinspection was made.

10. A Last Throw 552 shows the date at which the last throw was made.

11. A Last Annual 554 is the date at which the last annual inspection isperformed.

The information areas 500 and 502 have selection fields 504 and 526,respectively allowing the user to perform a selection on anyone of theentries listed in the respective information display fields 506 and 528.The selection is performed by placing a check mark in anyone of thecheck boxes of the selection fields 504 and 526. Once a selection ismade the user can invoke one or more tools on the selection. The toolscan be invoked by a set of actuating controls appearing on top of theinformation areas 500 and 502. The controls associated with theinformation area 500 appear as a row 556 of virtual buttons that areclickable. Similarly, the controls associated with the information area502 appear as a row 558 of virtual clickable buttons.

The row 556 includes the following controls:

1. Modify component 560 corresponds to the Modify Track/Feature function1946 in FIG. 18 and is used to modify details about a track segment inthe database. When this control is activated the user is shown a dialogbox or page rendering the on-screen display shown in FIG. 6. Theon-screen display 600 includes a plurality of fields containinginformation about the selected track segment. The user can enterrelevant changes in the desired fields and select a submit control 602in order to record those changes in the database 14.

2. Record condition 562 corresponds to the Record a Condition function1948 in FIG. 18 and is used to record a condition. When this control isactivated the user is shown the dialog box or page rendering anon-screen display 700 shown in FIG. 7. The information presentedidentifies the track segment selected at the display shown in FIG. 5 andfor which a condition is to be recorded. Note that the on-screen display700 has information fields identifying the track segment that arealready populated. Otherwise, the user is required to enter sufficientinformation in order to uniquely identify the track segment.Accordingly, when user invokes the record condition function 562 and atrack segment has been selected, the track segment identification fieldswill be populated already and all is required is to confirm that indeedthis is the track segment against which a condition is to be recorded.However, note that the user can enter information about a particularmile point 704 at which the condition exists. This field cannot bepopulated automatically and requires input by the user.

On the other hand, if no track segment selection has been made in theon-screen display of FIG. 5 and the record condition function 562 isinvoked, the information fields will be blank. The user is required toenter the necessary information and then click the submit control 702 toproceed.

When the submit control 702 is activated the user is shown aninformation screen 900 shown in FIG. 9. The system will perform a searchof the database of existing conditions to extract the currentlyoutstanding conditions recorded against the track segment. Thus the usersees at the screen 900 the list of all the current outstandingconditions which allows verifying that the condition that is to beentered is a new one. The information screen 900 therefore reduces thepossibility of creating duplicate entries.

If the condition to be recorded is not in the list shown in theinformation screen 900 and it is, therefore a new condition, the useractivates the submit control 902 by clicking on it which opens aninformation screen 800 that is shown in FIG. 8. The information screen800 has four different sections, namely:

A Location information and source of data section 802. This sectionidentifies the location of the track segment against which the conditionis to be recorded. Note that if the track segment was pre-selected asper FIG. 5, then the location information will be provided already,except perhaps the mile point (MP) information which is case specificand requires input from the user. The user can change the codeinformation 804 by using a drop-down menu 806. A description field 808describes the source of info used to create the condition. It has adefault information source (which is inspection of the track segment)however, that default information source can be changed.

A Condition details section 810. This section identifies the tracksegment and the condition to be recorded. A sub-component field 812presents to the user a number of pre-selected options to select from.This can be better understood with reference to FIG. 30 that illustratesthe manner in which the data representing the railway infrastructureinventory is structured.

As discussed previously, the railway infrastructure includes acollection of components, where each component can be a track segment ora feature, for example. The components exist in the database 14 as dataentities, such as records 3200, where each record is associated with aunique component. A component 3200 is identified in a number of possibleways to make it distinguishable from other components stored in thedatabase 14. For instance, the component 3200 can be identified by itslocation, such as geographic coordinates, its particular type (track,feature or other) or any suitable characteristic.

Each component 3200 is further associated in the database 14 with anumber of possible sub-components 3202. The sub-components 3202 areconstituent parts of the component 3200.

For example, a track segment, which constitutes a component 3200 in thedatabase 14, would have sub-components such as crossties, tie plates,rail anchors, derails and rail fasteners, among others. Note that thesub-components 3202 could be the same for components 3200 of the sametype or different.

Note that the number of sub-components 3202 per component 3200 in thedatabase 14 can vary without departing from the spirit of the invention.More or less sub-components 3202 can be provided depending on thedesired degree of data structure granularity.

Further, the data structure associates each sub-component 3202 to anumber of possible conditions 3204 that may be observed during theoperational life of the sub-component 3202. For example, in the case ofa crosstie, the following are possible conditions 3204:

1. The crosstie is broken;

2. The crosstie is cracked;

3. The crosstie is loose;

4. Fasteners on the crosstie are missing;

5. The crosstie is not properly aligned with the rail;

6. The crosstie is eroded.

The data structure therefore provides a representation of the railwayinfrastructure on a component-by-component basis, whereby each componentis broken down into its sub-components and also of the variousconditions that may be observed in connection with the sub-component.Note that the data structure also contains additional information inconnection with the various conditions, which will be discussed later.

Referring back to FIG. 8, a condition field 814 provides selectionoptions allowing the user to pick a condition, from a set of possibleconditions. The set of conditions presented to the user from which aselection can be made is determined on the basis of the componentinformation presented. In other words, the user has a finite number ofchoices to describe the condition. In this fashion, a high degree ofconsistency is achieved and the variability that would arise if anoperator is left with all the freedom to describe the condition in hisor her own words is removed. The sub-component field 812 is a drop-downmenu box that allows the user to select the sub-component of the tracksegment against which the condition is to be recorded. The field 812presents to the user only the sub-components associated with thecomponent (e.g. track segment) selected earlier. In other words the useronly sees in the selection list the sub-component(s) 3202 that arerelevant. The selection of the sub-components 3202 that appear in thedrop down box for the sub-component field 812 is made by querying thedatabase 14 once the component (track segment, in this case) has beenselected.

A similar approach is used to provide condition information for thecondition field 814. The condition field is also a drop-down menu boxlinked to the database 14 which presents for selection only theconditions 3204 associated with the sub-component 3202. Once the userhas made a selection of the sub-component 3202, only the conditions 3204associated with that sub-component will be available to the user.

Accordingly, the set of conditions presented to the user in thecondition field 814 from which a selection can be made dynamicallychanges depending on the component that is entered in the sub-componentfield 812. In a possible variant the user may be allowed, in addition tothe predefined set of conditions, to also enter additional informationon the condition. This additional information may be entered in aseparate field, for example.

The priority information within a priority field 816 may beautomatically determined on the basis of the condition information. Inother words, each condition is associated with a priority level and doesnot require an input from the operator. This can be implemented byassociating in the database 14 priority information for each condition3204, as it will be discussed below in connection with FIG. 19. Anotherpossibility is to force an entry in the priority field 816 only undercertain circumstances, such as when the condition is deemed urgent. Whenthe condition is such that it is not urgent, then the operator is leftwith the option to set the degree of urgency by using the drop-down menucontrol 818.

FIG. 19 is a block diagram that further details the information storedin the database in connection with the various conditions that may beobserved by the user. This figure shows that the database 14 associateseach one of the conditions 3204 with a level of priority 2006, as wellas with a remedial action 2008. While this figure shows a singleremedial action per condition, more than one action can be provided fromwhich the user can choose.

A remedial action is an action to be implemented to remedy the conditionrecorded against the sub-component. A specific example of a remedialaction is a so-called “Temporary Slow Order” (TSO) that requires trainspassing on the track segment with the recorded condition to obey a speedlimit. The TSO is not necessarily the same for each type of train. Forinstance, for freight trains that are usually heavier, the speedrestriction may be more important than in the case of passenger trains.

The remedial action may be of a permanent nature, such as a long-termresolution of the condition or of a temporary nature such as the changeof operational procedures for safety purposes. Typically, a long-termresolution would imply a maintenance activity repair to fix thecondition. In the case where the resolution is of temporary nature, themeasures implemented include a temporary remedial order that aim toinsure the safety of the continued operation of the track segment whilepermanent repairs are done. This resolution (as per the example givenabove) can be a TSO, or any other suitable measure to reduce the risk ofaccidents while the condition is outstanding. Note that a temporaryremedial order does not always allow for a continued operation of thetrack segment. Situations exist where a temporary remedial order mayinclude the closure of the track segment for a time period sufficient toallow a maintenance activity to be carried out.

Accordingly, the remedial action record 2008 may prescribe more than onetype of activity in order to resolve the condition. There may be a firstactivity (temporary remedial order) to provide a fix of a temporarynature, such as a TSO, to be followed by a second activity (maintenanceactivity), to permanently fix the condition. This may include repairs offaulty parts or the entire replacement of the track segment with a newone.

As FIG. 19 shows, a remedial action record 2008 can be associated withseveral possible remedial activities of temporary nature 2010 and alsowith several possible maintenance activities 2012.

The remedial action information appears in the remedial action section821. This section shows both the temporary remedial activity and themaintenance operation that is to be implemented in accordance with thecondition that is recorded, as selected by the operator. As indicatedearlier, both the temporary remedial activity and the maintenanceactivity can be determined automatically by the system on the basis ofthe association between the condition 3202 and the predeterminedremedial action records 2010 and 2012 in the database 14. In the casewhen several temporary remedial activities and maintenance activitiesare possible the section 820 can be provided with a drop-down menu box,from which the user can view the possible options presented as a listand pick the one that is the most suitable.

A maintenance activities information area 834 shows the maintenanceactivities information. The maintenance activities information can bepredetermined on the basis of the condition selection and derived fromthe remedial action record 2008. In such a case, the maintenanceactivity information is automatically entered in the maintenanceactivities information area 834, or if a plurality of possiblemaintenance activity operations is possible, the user is provided with alist of the options to select from. Optionally, the maintenanceactivities information can be specified entirely by the operator. Amaintenance activity information area 834 includes also a field 836specifying the work center to which the corrective action has beenassigned, a field 838 specifying the number of hours the correctiveaction should take and a set of fields 840 specifying a due date and duetime to carry out the corrective action.

When all the information has been entered by the user in the on-screendisplay shown in FIG. 8, the user can save the information by clickingon the control 832. The information entered is then stored in thedatabase 14 into an actual condition record 3206, shown in FIG. 30. Theactual condition record 3206 is to be distinguished from the conditionrecords 3204 with merely list possible conditions while the actualcondition record refers to a current condition and contains informationabout the particular condition encountered, priority and remedialactions, among others.

Using the save control 832 shows the on-screen display shown in FIG. 10,which shows an information area 1000 that summarizes the conditionassociated with the track segment and the temporary remedial activity,in any. The information area 1000 includes a section 1001 where variousmaintenance activities recorded in connection with a condition or tracksegment are listed and a set of controls 1002 that allow the user tomanage the maintenance activities presented in the section 1001. Morespecifically the set of controls 1002 includes a control 1004 to allowadding maintenance activities, a control 1006 to allow the changing of arecorded maintenance activity, a control 1008 to allow deleting amaintenance activity and a control 1010 to allow marking a maintenanceactivity as being completed. If a maintenance activity is to be added tothe section 1001, the control 1004 is activated and this displays thedialog box or page shown in FIG. 11. With respect to this figure, theon-screen display identifies at 1100 the track segment on which themaintenance activity is to be performed and also identifies at 1102 theoperation to be performed. The operation to be performed 1102 includesdetails such as an operation number 1104 (used if a number of operationsare to be performed), specifics of the operation 1106, an indication ofthe number of hours the operation is to take 1108, an assigned workcenter 1110 and a due date and time 1112 at which the operation is to becompleted. The section 1102 is structured similarly to the section 830shown in FIG. 8. From a practical point of view, the section 1102 can beused to enter a maintenance activity, other than the one specified insection 830, such as a maintenance activity that is not related to aparticular condition. An example of a maintenance activity that is notrelated to a condition is preventive maintenance where no malfunctionexists that is to be corrected.

A control 1114 can be invoked to bring in the dialog box or page shownin FIG. 12. The dialog box or page shown in this figure presents a listof predetermined maintenance activities 1200 that are commonly performedand from which the user can make a selection that would avoid him/herhaving to enter the details manually in the section 1102. Thesemaintenance activities are typically not related to a particularcondition. The list of maintenance activities 1200 includes a set ofitems where each item is associated with a maintenance activity. Eachitem includes a control 1202, in the form of a hyperlink. The hyperlinkis activated when the user clicks on it, which has the effect ofpopulating the section 1102 with the relevant information associatedwith that maintenance activity.

Referring back to FIG. 5, the process for recording a condition inconnection with a feature and modifying or creating a feature in thedatabase 14 is similar to those processes described in connection withtrack segments. More specifically, the information area 502 has a groupof controls 558, in the form of virtual clickable buttons that can beactuated to invoke the functions. Once those functions have beeninvoked, the process through which the information is entered to createthe conditions and remedial actions associated with a condition of afeature or sub-components of a feature is very similar to the processdescribed earlier and for that reason the explanation need not berepeated.

Referring back to FIG. 3, in particular to the set of controls 374,these controls include a subset of controls 378 for invokingfunctionalities to log the results of track inspections. The subset ofcontrols 378 is in the form of clickable virtual buttons, including acontrol 380 to log the results of a new track inspection, a control 382to resume the logging of an inspection that was previously initiated butnot completed and a control 384 to generate a summary.

When the control 380 associated with the logging of a new trackinspection is activated an on-screen display 1400 shown in FIG. 14 isdisplayed to the user.

The on-screen display 1400 provides an information area allowing theuser to specify the general area that will be inspected and provideinformation about the type of inspection that will be performed, currentweather and identity of the inspector and the inspection date. Thegeneral area that is to be inspected in specified in information area1420. In this area, the user can specify the Subdivision, the Zone, theTrack ID the Mile From, the Mile to, the Local ID, the Track Class andFeature information, among possible others. In this particular example,the track segment from Mile 1.0 to Mile 10.0, of track 01 in theSubdivision 270 is specified.

Another information area 1422 displays other inspection details, such asan identifier for the inspector 1402, an observed temperature during theinspection 1404, an inspection type 1406, a reason for the inspection1408 and weather conditions observed during the inspection 1410, amongothers. The inspection type 1406, the inspection reason 1408 and theweather 1410 include controls in the form of drop-down menu boxes thatpresent the user with a predetermined list of choices from which theuser can make a selection.

When all the information is entered, the user, by clicking on thecontrol 1424 invokes the on-screen display 1300. In other words, thecontrol 1424 will cause the software to search the database 14 and toextract additional information about the track(s) and features in thegeneral area of the railway infrastructure specified in the informationarea 1400, which in the current example is the track segment from Mile1.0 to Mile 10.0, of track 01 in the Subdivision 270.

FIG. 13 shows an on-screen display 1300 that combines both informationareas for logging inspections in connection with tracks and features inthe of the railway infrastructure specified in the information area1400. The respective information areas can be accessed via theirrespective controls 1302 and 1304, which are in the form of clickabletabs.

With specific reference to the information area 1306 associated with thetab 1302 in connection with track inspections, that information areapresents a plurality of records in a list format. Each record isassociated with a track segment that can be inspected. The informationarea 1306 has a selection field 1308 and an information display field1310. More specifically, the information display field 1310 organizesthe set of track segments according to the following:

1. An Inspection status indicator 1312 that provides a visual indicatorof the inspection status. The status information is shown by using colorcodes. The color coding arrangement uses four different colors: when thecolor of the indicator is white, this means that no outstanding actionis required from the point of view of inspection. When the color of theindicator is red, the inspection is overdue. When the color of theindicator is yellow, the inspection is currently due and when the colorof the indicator is green the inspection has been completed.

2. A Subdivision (Sub) 1314 that identifies the geographical location ofthe track segment.

3. A Track (Trk) 1316 and a Local ID 1318 that are track segmentidentifiers.

4. A Mile From (MF) 1320 and Mile To (MT) 1322 that show the beginningand end of the track segment relative to a reference point.

5. A column 1324 that provides for each record a clickable control 1325that will refresh the display. This is useful in instances where theMile From (MF) 1320 and/or Mile To (MT) 1322 values have been changed bythe person performing logging the results on an inspection. Thissituation may arise when a track segment is being inspected partiallyand the results of that inspection are logged. By specifying in the MileFrom (MF) 1320 and/or Mile To (MT) 1322 fields the portion of the tracksegment that was inspected, the record will accurately reflect theinspection operation.

FIG. 31 provides an example of an inspection process where only aportion of a track segment is inspected. FIG. 31 shows a track segment3300 that is to be inspected. The inspection can be a visual inspectionor can be made by traversing the track segment. Assume that the tracksegment has a length of AC which corresponds to a distance of 2 miles.Before the inspection results are logged, the track segment could beshown as a single line in the information area 1306, where the Mile From1320 and the Mile To 1322 fields may indicate 0.00 and 2.0 respectively.

When the user performs the inspection process, he/she is not able tocomplete the inspection of the track segment completely. The inspectionis made only on a portion of the segment, from point A to point B. PointB is located at one mile from point A, hence only 1 mile of the tracksegment 3300 has been inspected and 1 mile remains to be inspected.

In this situation, the user will modify the Mile From 1320 and the MileTo 1322 fields by entering the length of the inspected portion only ofthe track segment 3300, in this case 0.00 and 1.0, respectively.

By pressing the clickable control 1325, the system will refresh thedisplay to account for the inspected portion of the track segment andalso for the non-inspected portion. This would appear in the informationarea 1306 as a new line, immediately below the existing line associatedwith the non-inspected portion of the track segment. The line wouldcontain the same data as the previous line in the subdivision field1314, the local ID field 1318 and the track field 1316. The Mile From1324 and the Mile To 1322 fields will change to reflect only thenon-inspected part. Specifically, the Mile From 1324 and the Mile To1322 fields would show 1.0 to 2.0.

It is important to note that the newly created entry in the display 1300has status information that would likely be different from the statusinformation of the originating entry. Since the originating entry refersnow only to the inspected portion of the track segment 3300, is statusfield 1312 would reflect this, and should be showing a green light. Incontrast, the status field 1312 of the newly created entry would showthat this portion of the track 3300 is not inspected by showing a yellowor a red indicator.

FIG. 32 is a block diagram that illustrates the program logic used toimplement this functionality. The processing shown starts at step 3400.At step 3402 the software receives information on the inspected portionof the track segment. This step could corresponding to the entry by theuser of the Mile From 1320 and the Mile To 1322 fields in theinformation area 1306 and the activation of the control 1325.

At step 3404 (which is a decision step), the software determines if theentire track segment has been inspected. This is done by comparing theinformation in the Mile From 1320 and the Mile To 1322 fields entered bythe user to the entire length of the track segment. The presence of amatch would indicate that the entire segment has been inspected, whilethe absence of a match would indicate a partial inspection. If the tracksegment has been completely inspected the process stops, as shown bystep 3406. Otherwise, the process continues in step 3408 where theprogram first determines the length of the non-inspected portion andalso the position of the non-inspected portion. With respect to theexample and to FIG. 31, the inspected portion is the first half of thetrack segment AC while the last half CB is not inspected. This can bedone if a number of possible ways, one being to subtract the length ofthe inspected part from the total length of the track, segment 3300 tofind the length of the non-inspected portion and by observing the mannerin which the Mile From 1320 and the Mile To 1322 information is enteredby the user to determine the location of the non-inspected segmentwithin the track segment 3300.

At step 3410 a new record is created in the database 14 to account forthe non-inspected portion. The new record is essentially a copy of theoriginal record associated with the track segment, with at least twosignificant distinctions. One distinction resides in the Mile From field1320 and the Mile To field 1322 information, as discussed earlier. Theother distinction is the inspection status information, which for thenew record is likely to reflect a non-inspected status, which isreflected in step 3414. The step 3410 also has the effect of modifyingthe original record to adjust the Mile From 1320 and the Mile To 1322information such that the original record only now reflects theinspected portion, which is reflected in step 3412. Note that the use ofthe term “record” is used here only in the conceptual sense and does notdictate any particular implementation at the software level. In fact, itis possible to perform those operations by using a single data structureelement in the database 14 association with the track segment 3300, thatis associated with a number of possible descriptors, such as adescriptor for the inspection status, a descriptor for the Mile From1320 and the Mile To 1322 information, etc. The above discussedoperations can be performed by adding or modifying descriptors, withinthe context of a common data structure element.

6. A Visual (Vis) checkbox 1326 that is checked when the inspection ofthe track segment is done visually.

7. A Traversed (Tray) checkbox 1328 is checked when the inspection ofthe track segment is traversed with an inspection device. The inspectiondevice can be a hand-held setup that is manually pushed over the tracksegment or can be an inspection car. The inspection car can be towedover the track segment by a locomotive. Alternatively, the inspectioncar can include a road-rail vehicle which is a self-propelled vehiclethat can be used both on roads and rails, which are commonly referred toas “HiRail” vehicles. The inspection device, such as the hand-held setupor the inspection vehicle may include a probe or transducer that probesthe track segment to identify flaws. Examples of detection methodsinclude: a. Ultrasonic testing; b. Induction testing.

When the Tray (Traversed) checkbox 1328 is checked, which in this caseconstitutes a clickable control, this operation will invoke a query inthe database 14 to identify all the track segments that aregeographically proximate to the track segment that was traversed.Geographically proximate track segments may include tracks that areconnected to the traversed track segment but also tracks that arephysically close but that are not connected. An example of tracks thatare physically close but not connected are parallel tracks. This is bestshown in FIG. 21. A portion of the railway infrastructure 2300 has aplurality of track segments, namely two rectilinear track segments 2302and 2304, and a spur track segment 2306 that connects to the tracksegment 2304. Also, the track segment has a siding 2308. Thegeographical layout of those track segments is such that the rectilineartrack segments 2306 and 2308 form a group 2314 of track segments thatare physically close to one another.

The arrangement of the track segments into groups is an arrangement thatis done largely on the basis of how the track segments interconnect withone another. In the example shown, the track segment 2304 is consideredto be a parent track while track segments 2306 and 2308 are consideredas child track segments. The track segment 2302, on the other hand, isan adjacent track segment to the parent track 2304.

The query operation that occurs when the Tray (Traversed) check box 1328is checked is illustrated in greater detail in FIG. 22. The process thatis performed by the program logic starts at step 2400. At decision step2402, the status of the checkbox 1328 is assessed. If the checkbox 1328is checked the process continues to step 2404. In this step, thedatabase 14 is queried to identify the track segments that are adjacentor can be considered child tracks in connection with the parent track(the track segment whose traversed check box was checked).

The identification of adjacent tracks and child tracks is done on thebasis of geographic proximity. Tracks that are geographically close toone another within a predetermined area can be considered to be adjacenttracks. The predetermined area can be small or large, depending on thedegree of granularity desired. On the other hand, child tracks and theparent track share common elements, such as the points at which thetracks connect with one another, which can be used as a basis to performthe topology discovery. There are a number of possible ways toelectronically describe in the database the topology of the railwayinfrastructure that can be used to identify adjacent or child trackswithout departing from the spirit of the invention.

When the child and the adjacent tracks have been identified from thedatabase, the information is used in step 2406 to re-order the displaysuch as to show all the track segments as a group. The grouppresentation is done, in this example by re-ordering the entries in thelist such that they show consecutively on the display. Furtherenhancements are possible, one being the inclusion of a frame or boxsurrounding a grouping, such as to visually distinguish it from otherentries. Another example of grouping, which does not involve theconsecutive arrangement of entries, is to highlight each entry in a wayto make the group entries of entries distinguishable from other entriesthat do not belong to the group.

Specifically, and with reference to FIG. 13, assume that the recordagainst which the checkbox 1328 is checked is the first record 1330. Thequery operation outlined in FIG. 22 will generate the track segmentgroup and display the track segment group below the record 1330. Therecord 1330 is highlighted, by using any appropriate technique, such asby displaying the record in a contrasting color, while the remainingmembers of the track segment group appear below without highlighting. Inthe example shown, the parent track segment 2304 has 10 track segmentmembers, including the track segment 2306 and 2308 discussed earlier andalso the track segment members 1336, 1338, 1340, 1342, 1344, 2302, 1348and 1350.

In this fashion, the display 1300 shows to the operator the tracksegments that exist in the vicinity of a given track segment that isbeing traversed or visually inspected, such that those track segment canalso be traversed or visually inspected. In this fashion, the operatorcan see the track segments in his workspace so that they can all beinspected. This reduces the possibility of missing a track segment thatwould require the user to come back to complete the inspection process.Again, the extent of the workspace can vary without departing from theinvention. For example, one possibility is to determine the extent ofthe track segment group on the basis of the number of track segment theuser can inspect in a certain time frame, such as a day. Anotherpossibility is to show all the track segments within a predeterminedgeographical space, such as a square mile. Evidently, otherpossibilities exist without departing from the spirit of the invention.

8. A Last Visual column 1354 that contains the date at which the lastvisual inspection was performed.

9. A Last Traversed column 1356 that contains the date at which thetrack segment was last traversed.

10. A column 1360 that shows the relationship between the differenttrack segments in a family. In this column, P stands for parent, Cindicates a child track segment and A indicates an adjacent tracksegment.

If during the inspection operation the user encounters a condition thatneeds to be recorded, this can be done by activating the control 1364,which is in the form of a clickable button, in order to invoke thecondition recording function described earlier. When all the inspectioninformation has been entered in the information area 1300 and anycondition recorded the user activates the control 1362, which is in theform of a clickable button, to conclude the inspection operation.

Referring back to FIG. 14, the activation of the submit control 1424 mayas an option, in addition to invoking the on-screen display shown inFIG. 13, also invoke sequentially or simultaneously the on-screendisplay shown in FIG. 33.

The on-screen display shown in this figure shows an information area3500 providing a list view of various conditions that have been recordedagainst track segments in the general area specified in the diagram ofFIG. 14. In this fashion, while the user is performing inspectionshe/she can also monitor known conditions to determine if anyone of themis worsening and that may require some urgent action. The list viewidentifies the sub-components of the track segment of interest alongwith the remedial and/or maintenance activities previously logged.

FIG. 15 shows an on-screen display of an information area 1500 allowinga user to log feature inspections. This view would be derived from theon-screen display of FIG. 13 when the control 1304, in the form of aclickable tab is actuated. Generally speaking, the information presentedin the information area 1500 is structured in a similar fashion to theinformation presented in the information area 1300 in connection withtrack segments. More specifically, the information area 1500 includes:

A selection (Sel) column 1506 to be able to select any one of therecords listed, where each record is associated with a given feature.

A Switch Throw (Sw Thr) column 1508.

An inspection status indicator 1510 similar to the inspection statusindicator 1312.

An inspection form 1512. The inspection form 1512 is a clickable controlthat when actuated brings an on-screen display of a form to log theresults of an inspection performed on the feature associated with therecord.

An object description 1514 to describe the feature associated with eachrecord.

A Zone 1516, Local ID 1518, Subdivision 1520 and

Track 1522 to identify the location of the feature.

A Mile Position (MP) 1524 to provide the distance of the feature from areference point.

A Frequency (Freq) 1526 to provide the frequency of inspections.

A Last Inspection (Last Insp) 1528 to provide the date of the lastinspection.

A Last Throw 1530 to indicate the date at which the last throw was made.

A Last Annual 1532 to provide the date of the last annual inspection.

The entry of information necessary to log the inspection in connectionwith a certain feature of the railway infrastructure is done in asimilar fashion as described earlier and as a result, this explanationneed not be repeated. Suffice it to say that the user can select any oneof the records appearing in the information area 1500 and performoperations on them including recording one or more conditions by usingthe controls in a set of controls 1534.

Note that the on-screen display of FIG. 15 can also be accessed from thedashboard 1900 shown in FIG. 3. Specifically, referring back to FIG. 3,the information display area 1900 has a set of controls 386, in the formof virtual clickable buttons that can be used to log the results of aninspection.

FIG. 16 illustrates a control that can be used in connection with theon-screen displays for logging the results of component inspections toprovide location information and thus facilitate the identification ofthe component (either a track segment or a feature) that is to beinspected. The control is in the form of a virtual clickable button 1600that when actuated, will process location information and will guide theuser toward the component to be inspected.

In a non-limiting embodiment, the inspection process is performed withthe assistance of the workstation 20 shown in FIG. 1, which is aportable device such as a PDA or a laptop. The workstation has alocation information generator capable of producing information thatidentifies the location of the workstation 20. In a specific example,the electronic device 20 is equipped with a Global Positioning System(GPS) receiver 36 (shown in FIG. 2) that can obtain location informationin the form of GPS coordinates associated with its location. Thisassumes that the GPS receiver has an unobstructed view of the sky topick up satellite signals. These GPS coordinates can be displayed to theuser on a screen of the workstation 20, in relation to a map of thesurroundings, specifically showing to the user their location relativeto the map.

These GPS coordinates can enable the user to locate him/her in relationto specific components to be inspected.

Alternatively, the location information generator can rely on atriangulation process by measuring signals generated by base stations ofa cellular network, nearby the workstation 20.

In a more specific example shown by FIG. 15, when the control 1600 isactivated the order in which the features are presented in theinformation area 1500 will change to show first the feature that isclosest to the location of the workstation 20. As the workstation 20moves closer to that feature the information shown in the Mile Position(MP) column 1524 will change and will display the distance from theworkstation to the feature. For accuracy and ease of identification, thedistance can be displayed in feet. Additional guidance elements can beprovided to assist the user in locating the feature of interest. Forexample, when the workstation is within a certain distance of thefeature (e.g. 50 feet or less), the record associated with the featurethat is being tracked will be highlighted, an audible alarm can begenerated or both used simultaneously or in sequence. This can be usefulfor the operator as an initial announcement that the workstation 20 isgetting closer to the feature. As such there is no need to constantlymonitor the Mile Position (MP) 1524 indications. When the workstation 20gets even closer to the feature (e.g. within 20 feet or less, assumingthe location information generator is capable of such resolution), adifferent highlighting can be issued to warn that the feature is nowvery close.

Another option as briefly discussed earlier is to show the locationinformation over a map that also shows the feature to be reached. Themap can:

1. Show a portion of the railway infrastructure with the relevantcomponents such as track segments and features, where the component thatis to be inspected is identified in any suitable manner such as by anappropriate symbol;

2. The map can overlay the information area 1500 completely orpartially. Another possibility is for the map to appear as asemi-transparent overlay such that information from the information area1500 can still be viewed through the map;

3. The map can identify the location of the workstation 20 on the map,allowing the user to visually track the progress toward the feature;

4. The map can provide explicit guidance, such as by indicating thedistance to the feature and providing directions, if applicable.

The above process is illustrated in FIG. 23. The process starts at 2500.In step 2502, the workstation 20 receives location information. When theworkstation 20 has a GPS receiver then the location information is inthe form of GPS coordinates but other location information generatorscan be used without departing from the spirit of the invention. In step2504, the program logic (not shown) processes the records of thecomponents to identify the ones closest to the workstation 20. It isworth noting that each component in the database 14 is associated withcoordinates information that identifies the location of the component.The program logic processes this information in order to determine thecomponents that are geographically closest to the workstation 20 andre-order the display accordingly.

In step 2506 the program logic uses the location information generatedby the GPS receiver in order to provide guidance to the user. Guidancecan be provided in different ways, such as:

1. Providing a proximity enunciation to indicate that the component thatis being tracked is near. This can be done by highlighting (and/or usingan audible alarm) the record in the information area 1500 when theworkstation 20 is within a certain distance to the component;

2. Showing the distance to the component;

3. Providing direction information to indicate the direction of travelin order to reach the component;

4. Providing indication that the component has been passed and that theuser should turn back.

The above examples are not limiting and guidance can be provided inother ways as well without departing from the spirit of the invention.

Note that the location information can be useful not only in the contextof component inspection but also in the context of component remedialaction. For example, location information can be used to provideguidance to a work crew toward a component that needs to be repaired.

FIG. 17 shows an on-screen display of an information area 1700 that isbeing used to provide status information about currently outstandingconditions and work assignments intended to rectify those conditions.The information area 1700 can be used on the workstation 20 (which ismobile) by work crews in order to locate a condition on which work needsto be performed and also to log the results of the maintenance operationperformed on the condition.

The information area 1700 uses the list format to present the records3206 associated with different conditions recorded against tracksegments or features. Each record 3206 is, therefore, associated to agiven condition. If a component of the railway infrastructure hasmultiple conditions, several records 3206 will be created, eachassociated with a condition 3206. More specifically, the informationarea 1700 includes:

A selection (Sel) column 1706 to be able to select any one of therecords listed, where each record is associated with a given condition.

A Priority (P) 1708 that denotes the level of priory attributed to thecondition, such as Urgent (UR), Near urgent (NU), or a priority levelP1, P2, etc. Note that UR, NU, P1, P2, etc. represent a decreasing orderof priority.

A subdivision 1710 and a track 1712 to identify the location of thefeature.

A Mile Position (MP) 1714 that provides the distance of the componentfrom a reference point.

An object description 1716 that describes the component associated witheach record.

A condition description 1718 that describes the condition recordedagainst the component.

A remedial activity 1720 that describes the remedial activity set whenthe condition was recorded.

An assigned 1722 that identifies the work center to which the conditionwas assigned and which is responsible to rectify the condition such asto carry out the maintenance activity.

An operation 1724 that describes the particular operation that is to beperformed as a result of the work assignment in connection with thecondition.

A date 1726 that is the date at which the condition was recorded.

A due date 1728 that is the date at which the work to remedy thecondition must be completed.

FIG. 24 is a block diagram that illustrates an example of a datastructure implementing the actual condition record 3206. That datastructure can be used to generate deadlines for performing inspectionsand for concluding work assignments. Each component of the railwayinfrastructure that is stored in the database 14 is associated with datathat allows establishing an inspection schedule, inspection status, workassignment due dates and work assignment status. Specifically, aninspection frequency data 2600 determines the interval at which thecomponent is to be inspected, either visually or with electronicequipment. The inspection frequency is not necessarily the same for allcomponents. Some components need to be inspected more often than othersand the inspection frequency information 2600 associated with them willreflect that. Also, more than one inspection frequency information canbe associated with a given component. For instance in the case of atrack segment an inspection frequency will be provided in connectionwith visual inspections and a different inspection frequency will beprovided in connection with automated inspections such as when the tracksegment is being traversed.

A current inspection status 2602 indicates if the inspection on thecomponent is done or not done. The inspection status notification 2603is the type of indication to the user about the inspection status, suchoverdue, due, completed or no outstanding action is required. Manydifferent indicators can be used to specify an inspection status andthose are only examples.

A work assignment due date 2604 is a date that indicates when a certainwork assignment falls due. Note that multiple work assignment due datesmay exist in connection with a component, when each work assignmentaddresses a different condition of the component.

A work assignment status 2606 indicates if a given work assignment hasbeen completed or not. As in the case of the work assignment due date2604, there may be multiple work assignment status' 2606, where eachwork assignment status 2606 is associated to a given work assignment duedate 2604.

Finally, a work assignment status notification 2608 is an indication tothe user about the work assignment status, such as completed or overdue.

The flowchart shown in FIG. 25 illustrates the internal processing usedto determine the due date for inspections and also update the inspectionstatus 2602 and the inspection status notification 2603. The processingis performed by the program logic for each component in the database 14.More specifically, the process starts at step 2700. In step 2702 theprogram logic determines for a given component what the due date forinspection is. This involves reading from the database 14 the inspectionfrequency and then generating a due date at which the inspection has tobe completed. In step 2704 the program logic reads the inspection status2602 from the database 14 to determine if the inspection has beenperformed or not. If the inspection has not yet been done, then theinspection status 2602 is set to not complete and the inspection statusnotification 2603 is updated at 2706 to indicate that the inspection isdue.

The updating of the inspection status notification in step 2706 can bedone only within a certain time window that is relevant to theinspection due date. For example, consider a component that must beinspected monthly. The time window therefore is set to be one month. Thedue date to complete the inspection falls at the end of the month. Atthe beginning of the month, step 2702 determines that the due date tocomplete the inspection is the end of the month. Step 2704 determinesthe inspection status which shows that the inspection is not completed.However, in light of the fact that the inspection due date is far awayno active notification (step 2706) is generated. Taking the “trafficlight”-style inspection status indicator(s) shown in FIG. 5, forexample, the status of no active notification may be shown by blankingall the lights.

The no active notification status in step 2706 is maintained for apredetermined time period, after which it is deemed appropriate togenerate an active notification to prompt the user to take action. Thepredetermined time period can be a week. In other words, during thefirst week of the month the inspection status indicator is blanked. Atthe beginning of the second week of the month, the inspection statusindicator changes to indicate that an inspection is due. This may beshown by the inspection status indicator as a yellow light. If at thatpoint the user performs the inspection the software updates the activenotification 2706 to reflect this. A completed inspection can be shownby a green light. Note that the green light can be maintained until thedue date is reached (i.e. the end of the month), at which time thesoftware resets for a new monthly cycle beginning with a blanked displayfor a week.

Now assume that the inspection is delayed. The yellow light will remain“on” until a critical period is reached which can be selected to be thedue date (i.e. the end of the month) or a period shortly before or afterthe due date. The critical period condition is signaled by theinspection status indicator with a red light. The red light will remain“lit” until the inspection is performed.

The current inspection status in step 2602 changes from inspectionnon-completed to inspection completed as a result of logging the resultsof the inspection process, which was described earlier.

Note that the inspection status changes discussed above also drive thedashboard notifications about the status of the inspections, shown inFIG. 3.

A somewhat similar approach is followed in connection with the processto determine due dates for completing work assignments. The process isshown in greater detail in FIG. 26 and starts at step 2800. In step2802, the program logic determines the date for concluding the workassignment. This is done by reading the work assignment due date 2604associated with the condition on which the process is being run. In step2804, the program logic reads the work assignment status which indicatesif the work assignment is completed or not completed. Step 2806 updatesthe work assignment status notification. Specifically, if the workassignment status from step 2606 indicates that the work assignment isnot completed, then the update in step 2806 will set the work assignmentstatus notification step 2608 to indicate that the work assignment isoutstanding. This indicator is used in the various on-screen displays,in particular the dashboard shown in FIG. 3, to indicate if a workassignment is overdue or not.

Referring back to FIG. 1 and in particular to the workstation 18, thatworkstation is shown connected to a reader 24 for reading data stored ona portable storage device 26. The portable storage device 26 holdsinspection data derived from an inspection device that includes a probeor transducer probing the track segment to identify flaws. Theinspection device which typically would be a vehicle that is manuallytowed or pushed, or is a self-propelled vehicle travels over the rail toperform the inspection process. A block diagram of such a vehicle 2900is shown in FIG. 27.

The vehicle 2900 is a self-propelled vehicle having wheels 2902 thatride on a set of rails 2904. The vehicle 2900 carries at its front end aprobe 2906 that probes the rails 2904 to identify flaws. A wide varietyof probes can be used, namely probes that perform:

Ultrasonic inspection of the rails 2904: The probe 2906 is coupled tothe rail 2904 surface by any suitable coupling medium in order to allowultrasound waves to reach the rail 2904 and propagate into it. The probe2906 then picks-up the reflected waves and transmits the resultingsignal to a processing unit 2906.

Inductive testing of the rails 2904: The probe 2906 generates analternating magnetic field that induces eddy currents in the rails 2904.When damage in the rails 2904 exist, the flux of the eddy current isaltered. Those alterations can be picked up by the probe 2906. Thesignal from the probe 2906 is then transmitted to the processing unit2906.

Note that the probe 2906 may be designed to perform testing according toone or more than one of the testing techniques described earlier. On arelated note, the processing unit 2912 will be adapted to the specificprobe 2906 design, such as for ultrasonic, inductive or optical testing.

The processing unit 2912 receives and processes the data that the probe2906 generates and also receives a signal to indicate distancetravelled. The signal originates from a travelled distance sensor 2908.The processing unit 2912 may or may not perform significant processingon the signal originating from the probe 2906. For example, theprocessing unit 2912 may digitize the signal, perform format conversionor perform any other manipulation to facilitate the signalinterpretation. The processing unit 2912 also will pair the signal fromthe probe 2906 with the signal from the travelled distance sensor 2908in order to map the probe 2906 output with information indicative of thelocation where the output was produced. Accordingly, the processing unit2912 generates a stream of data including rail inspection informationand location information. In this fashion, if the inspection informationidentifies a defect, the associated location information can be used todetermine where the defect is, such that corrective action can be taken.The inspection information can be in any suitable format withoutdeparting from the spirit of the invention. Similarly, the locationinformation can be any suitable format as well.

The stream of data is then conveyed to a recording unit 2910 that canrecord the data to the portable storage device 26.

Once the inspection operation is completed, information stored in theportable storage device 26 is processed by the software executed by theserver 12. The processing is illustrated in greater detail by the flowchart shown in FIG. 28.

The process starts at step 3000. In step 3002, the information stored onthe portable storage device 26 is read and prepared for processing. Instep 3004, the database 14 is queried to extract from it toleranceinformation that defines a permissible degree of variation from acertain standard. This tolerance information is associated with theparticular type of inspection that was performed and the results ofwhich are stored on the portable storage device 26. For instance, whenan ultrasonic inspection is performed, specific tolerance informationfor that type of inspection will be loaded in step 3004 against whichthe results of the inspection will be compared. Note that the toleranceinformation loaded in step 3004 may be associated with two or moreinspection methods when several different methods have been used totraverse the rail section.

The tolerance information, the inspection data and the location data areprocessed in step 3006. The processing includes comparing the inspectiondata 3006 against the tolerance information that allows determining ifthe inspection data is normal or is abnormal and thus indicating a faultin the rails 2904. The comparison process is shown as step 3008. As longas the inspection data remains within the tolerance range defined by thetolerance information, no action is taken since the results show noabnormality. However, when an abnormal indication occurs, the processingcontinues in step 3010 where a condition record is automaticallygenerated to record the abnormality.

What constitutes an abnormality can vary according to the particularinspection method that is being used and/or the degree of sensitivitydesired. In one possible example, an abnormality can be any deviationfrom a narrow tolerance range. Another less strict example is asituation where the tolerance range is widened such that only majordeviations will constitute abnormalities. Yet another possibility is todesign the tolerance range such as to provide more than two possibleoutcomes (pass/fail) in which the results of the inspection can beclassified. For instance there can be provided an outcome that fallsbetween the pass and fail outcomes, in which are classified deviationsfrom a pre-set standard that are relatively small. Accordingly, thetolerance information includes a set of ranges against which theinspection data is compared and that provide a more comprehensiveclassification structure for the inspection results. Ultimately theclassification structure can be designed to provide a high level ofdetail such as to classify the inspection data in a precise fashionallowing to accurately categorizing deviations from a pre-set standard.

Also note that when multiple inspection methods have been used, theprocess described above is for all practical purposes run in parallelagainst each inspection data to identify flaws.

If in step 3008 a flaw is found that is considered to be of sufficientmagnitude to denote a failure, then processing continues at step 3010which creates a condition record in the database 14. Two options arepossible: the first option provides sufficient information to a humanoperator such that the human operator can validate the information andmanually enter data in the system to create a condition record.Therefore, the operator is presented with the results of the processingperformed in step 3006 so that if any deviation outside the tolerancerange exists those deviations can be evaluated and validated. Theevaluation includes considering the results of the processing at step3006 to determine a possible underlying condition that has caused theabnormality during the inspection. Once a cause is determined acondition record can be generated by manual entry as discussed earlier.

The second possible option is to create the condition recordautomatically with as little (or no) human intervention. The processinglogic for this option is shown in greater detail in FIG. 29. Theprocessing is performed by the software and starts at 3100. In step3102, processing at steps 3006 and 3008 from FIG. 28 is performedagainst a set of possible conditions in which a fault can be classified.The set of conditions will vary with the inspection method chosen andthe component that is the subject of the inspection. In the examplesdiscussed earlier, the component is a track segment but the principlecan also apply to other railroad infrastructure components as well onwhich automated inspections can be performed.

During this step, the logic uses the results of the comparison performedbetween the inspection data and the tolerance information to select acondition from a set of possible conditions. The selection performed atthe end of step 3102 involves matching the abnormality observed duringthe inspection to a particular condition in the set of conditions. Inone possible example, the ultrasonic and/or the inductive testing can beused to automatically detect fissures in the rail.

In step 3104, the component information is produced. The componentinformation identifies the actual component being tested. In the case ofa track inspection, the component identified would be the track segment.

In step 3106, the location data is used to generate location informationto identify the location of the condition. This step may simply copy thelocation data provided with the inspection data or may involveprocessing to convert the location data in another format, for example.

Step 3108 is optional and involves selecting a certain remedial actionon the basis of the condition selected. The remedial action selectionmay be automatic in the sense that for each condition a predeterminedremedial action is mapped in the system. In this fashion, the selectionof the condition also selects the remedial action automatically.Alternatively, the remedial action selection may involve a humanoperator that is presented with the selected condition and two or moreoptions regarding remedial actions to choose from. The remedial actionmay include remedial activities that are of temporary nature and thatare implemented primarily from a safety standpoint, and may also includemaintenance activities to provide a long-term resolution of thecondition.

Although not shown in the figures, a level of priority for the conditioncan also be generated, either automatically (i.e. by mapping apredetermined priority level to a condition) or manually, where a humanoperator chooses the level of priority.

In step 3110, the condition record is entered in the database 14. Thecondition record thus created is the same as it would have been createdmanually and can be tracked in the dashboard shown in FIG. 3, aspreviously described.

Referring back to FIG. 1, one of the workstations shown, namely theworkstation 20 is a mobile device such as a PDA, a laptop or other. Theworkstation 20 can be used conveniently in the field to performinspection-related operations on the railway infrastructure allowing theoperator to perform data entry directly via the user interface describedearlier. In this fashion there is no need to separately record theresults of inspections and conditions observed which later need to betranscribed in the system using the tools discussed earlier. A singleinformation capturing operation is effected, which reduces thepossibility of errors in recording the inspections and conditions.

As best shown by FIG. 2, the workstation 20 has an internal memory 32 inwhich is stored the software for execution of the processor 30 and alsodata on which the processor performs tasks. Before conducting anyoperation in the field, the workstation 20 is synchronized with the maindatabase 14. This operation has the effect of copying at least some ofthe data from the database 14 to the memory 32 such that when theworkstation 20 is no longer connected to the network, to the server 12and the database 14, it will still contain sufficient data to allow theoperator to perform the inspection or condition recording operations.For instance, the information that is stored in the memory includeslocation information about the railway infrastructure components thatneed to be inspected to allow the operator to find them (optionally withthe assistance of the GPS receiver 36), status information about theinspection, components and work assignments, among others. The software(which is executed by the processor 30) allows the operator to recordthe necessary information in connection with an inspection and/or acondition. The information that is entered is stored in the memory 32 ofthe workstation 20.

After the operations in the field have been completed, the workstation20 is synchronized again with the database 14. The new synchronizationoperation copies the newly recorded information by the operator suchthat the inspection results and/or created conditions are now stored inthe main database 14. Similarly, any changes or additions to the datacontained in the main database 14 that need to be in the memory 32 toperform mobile inspections are transferred to the memory 32 such thatthe information is the most up to date.

The example of implementation of the invention described above relatesto a railway infrastructure. However, the present invention is notlimited to this implementation only and can also be used in conjunctionwith a wide variety of linear assets. Other examples of implementationare discussed below:

1. Pipeline.

A pipeline is a linear asset infrastructure in the sense that itincludes a network of pipes that need to be inspected. Thus, thepipeline network is made up of components, namely piping and alsofeatures, such as pumps. The pipeline is used to transport a fluid, suchas a liquid or gas. The liquid can be a petroleum product or otherindustrial product but can also be water or another liquid intended forhuman or animal consumption. The pipeline can be used to gather theproduct to be transported from small production facilities (such aswells) to a larger treatment facility. Alternatively, the pipeline canbe used for the long-range transport of the product, such as betweencities, countries and continents. Also, the pipeline can be used mainlyfor distribution in order to carry the product to the individualcustomer.

The fluid transport components of the pipeline include pipes made ofmetal or plastic having widely ranging diameters depending on theparticular application. The pipeline features would include supplystations that inject the product in the pipes, compressor/pumpingstations that move the product in the pipes (typically severalcompressor/pumping stations are provided which are distributed along thepipeline length), valves to regulate the flow of the product in thepipes, regulators to regulate the pressure in the pipeline and deliverystations to deliver the final product to the customer.

In this context, the invention can be used to track inspection duedates, record inspection results, log and monitor conditions andremedial actions and assign and track work assignments in connectionwith the pipe segments and the pipeline features in the same way asdescribed in connection with track segments and railway infrastructurefeatures.

2. Electricity Distribution Network.

An electricity distribution network is also a linear assetinfrastructure since it has electricity carrying components (cables) andfeatures (such as pylons or transformers) that work in conjunction withthe electricity carrying components to perform an electricity transportfunction. The electricity that is carried can be of the alternatingcurrent type or the direct current type and the voltage and currentsused can vary without departing from the spirit of the invention.

The electricity carrying components would typically include cablesegments while the features would include pylons or poles to support thecables, transformers to alter the voltage, and protection componentssuch as fuses or breakers, among others.

Although various embodiments have been illustrated, this was done forthe purpose of describing, but not limiting, the invention. Variousmodifications will become apparent to those skilled in the art and arewithin the scope of this invention, which is defined more particularlyby the attached claims.

1.-13. (canceled)
 14. An inspection system for railway tracks,comprising: a) a vehicle configured to travel on the railway tracks; b)a positioning system mounted to the vehicle and configured to derivepositioning information associated with the vehicle; c) a sensor systemattached to the vehicle for generating data conveying inspectioninformation associated with portions of the railway tracks as thevehicle travels along the railway tracks; d) a processing system incommunication with the sensor system and the positioning system, theprocessing system being configured for: i. processing the data conveyingthe inspection information and the positioning information associatedwith the vehicle to identify one or more specific portions of therailway tracks manifesting defects, wherein the defects includeconditions that present deviations from reference operationalconditions; ii) storing inspection results in a database, the inspectionresults corresponding to the one or more specific portions of therailway tracks identified as manifesting defects in a database incommunication with the processing system.
 15. An inspection system asdefined in claim 14, wherein the processing system is further configuredfor updating status information associated with the one or more specificportions of the railway tracks identified as manifesting defects, thestatus information being stored in a database in communication with theprocessing system, wherein updating the status information is performedat least in part by processing the inspection results corresponding tothe one or more specific portions of the railway track to derive updatedstatus information associated with the one or more specific portions ofthe railway tracks.
 16. An inspection system as defined in claim 14,wherein the processing system is further configured for updating statusinformation associated with a specific one of the one or more specificportions of the railway track, wherein updating the status informationis performed at least in part by: a) processing the inspection resultscorresponding to the specific one of the one or more specific portionsof the railway tracks to derive updated status information associatedwith the specific one of the one or more specific portions of therailway tracks; b) creating in a database a new condition record inconnection with the specific one of the one or more specific portions ofthe railway tracks; and c) storing in the new condition record thederived updated status information associated with the specific one ofthe one or more specific portions of the railway tracks.
 17. Aninspection system as defined in claim 15, wherein the updated statusinformation associated with the one or more specific portions of therailway tracks conveys specific conditions associated with at least someof the one or more specific portions of the railway tracks.
 18. Aninspection system as defined in claim 14, wherein the processing systemis further configured for rendering a graphical user interface on adisplay device used by an inspector, the graphical user interface beingconfigured for: a) presenting specific inspection results correspondingto a specific one of the one or more specific portions of the railwaytracks identified as manifesting defects; b) providing a first datainput field configured to receive information identifying a specificcondition observed in connection with the specific one of the one ormore specific portions of the railway tracks; c) accessing a database toupdate status information associated with the specific one or morespecific portions of the railway tracks at least in part based oninformation entered in the first data input field.
 19. An inspectionsystem as defined in claim 18, wherein the graphical user interface isfurther configured for: a) providing a second data input fieldconfigured to hold information describing a maintenance activity to beperformed to rectify the specific condition observed in connection withthe specific one of the one or more specific portions of the railwaytracks; b) accessing the database to update the status informationassociated with the specific one of the one or more specific portions ofthe railway tracks at least in part based on information entered in thesecond data input field.
 20. An inspection system as defined in claim19, wherein accessing the database to update the status informationassociated with the specific one or more specific portions of therailway tracks includes creating in the database a new condition recordand a new maintenance activity record in connection with the specificone of the one or more specific portions of the railway tracks at leastin part based on the information entered in the first data input fieldand the information entered in the second data input field.
 21. Aninspection system as defined in claim 14, wherein the vehicle configuredto travel on railway tracks includes wheels configured for riding therailway tracks.
 22. An inspection system as defined in claim 15, whereinthe vehicle configured to travel on railway tracks is a self-propelledvehicle configured to travel on railway tracks.
 23. An inspection systemas defined in claim 22, wherein the sensor includes a probe mounted to afront end of the vehicle.
 24. An inspection system as defined in claim22, wherein said sensor system includes a probe for generating dataconveying inspection information using at least one of ultrasonic waves,electromagnetic waves and optical signals.
 25. An inspection system asdefined in claim 22, wherein the positioning system is configured toderive the positioning information associated with the self-propelledvehicle at least in part by obtaining measurement conveying a distancetravelled by the self-propelled vehicle over the railway tracks.
 26. Aninspection system as defined in claim 25, wherein the positioning systemincludes a travelled distance sensor mounted to the self-propelledvehicle.
 27. An inspection system as defined in claim 14, whereinprocessing the data conveying the inspection information to identify oneor more specific portions of the railway tracks manifesting defectsincludes: a) querying a database to obtain tolerance informationconveying permissible variations from the reference operationalconditions; b) processing the data conveying the inspection informationat least in part based on the reference operational conditions and thetolerance information to identify the one or more specific portions ofthe railway tracks.
 28. A method for recording inspection informationduring an inspection of railway tracks, the method comprising: a)providing a database in which are stored records associated withdifferent portions of the railway tracks; b) using a vehicle configuredto travel on the railway tracks to generate data conveying inspectioninformation associated with portions of the railway tracks as thevehicle travels along the railway tracks, the vehicle being equippedwith: i. a positioning system configured to derive positioninginformation associated with the vehicle; and ii. a sensor system forgenerating data conveying inspection information associated withportions of the railway tracks as the travels along the railway tracks;c) processing the data conveying the inspection information and thepositioning information associated with the vehicle to identify one ormore specific portions of the railway tracks manifesting defects,wherein the defects include conditions that present deviations fromreference operational conditions; d) storing inspection results in adatabase, the inspection results corresponding to the one or morespecific portions of the railway tracks identified as manifestingdefects in a database in communication with the processing system.
 29. Amethod as defined in claim 28, further comprising updating statusinformation associated with the one or more specific portions of therailway tracks identified as manifesting defects, the status informationbeing stored in a database, wherein updating the status information isperformed at least in part by processing the inspection resultscorresponding to the one or more specific portions of the railway tracksto derive updated status information associated with the one or morespecific portions of the railway tracks.
 30. A method as defined inclaim 28, further comprising updating status information associated witha specific one of the one or more specific portions of the railwaytrack, wherein updating the status information is performed at least inpart by: a) processing the inspection results corresponding to thespecific one of the one or more specific portions of the railway tracksto derive updated status information associated with the specific one ofthe one or more specific portions of the railway tracks; b) creating ina database a new condition record in connection with the specific one ofthe one or more specific portions of the railway tracks; and c) storingin the new condition record the derived updated status informationassociated with the specific one of the one or more specific portions ofthe railway tracks.
 31. A method as defined in claim 29, wherein theupdated status information associated with the one or more specificportions of the railway tracks conveys specific conditions associatedwith at least some of the one or more specific portions of the railwaytracks.
 32. A method system as defined in claim 28, further comprisingrendering a graphical user interface on a display device used by aninspector, the graphical user interface being configured for: a)presenting specific inspection results corresponding to a specific oneof the one or more specific portions of the railway tracks identified asmanifesting defects; b) providing a first data input field configured toreceive information identifying a specific condition observed inconnection with the specific one of the one or more specific portions ofthe railway tracks; c) accessing a database to update status informationassociated with the specific one or more specific portions of therailway tracks at least in part based on information entered in thefirst data input field.
 33. A method as defined in claim 32, wherein thegraphical user interface is further configured for: a) providing asecond data input field configured to hold information describing amaintenance activity to be performed to rectify the specific conditionobserved in connection with the specific one of the one or more specificportions of the railway tracks; b) accessing the database to update thestatus information associated with the specific one of the one or morespecific portions of the railway tracks at least in part based oninformation entered in the second data input field.
 34. A method asdefined in claim 33, wherein accessing the database to update the statusinformation associated with the specific one or more specific portionsof the railway tracks includes creating in the database a new conditionrecord and a new maintenance activity record in connection with thespecific one of the one or more specific portions of the railway tracksat least in part based on the information entered in the first datainput field and the information entered in the second data input field.35. A method as defined in claim 28, wherein the vehicle configured totravel on railway tracks includes wheels configured for riding therailway tracks.
 36. A method as defined in claim 28, wherein the vehicleconfigured to travel on railway tracks is a self-propelled vehicleconfigured to travel on railway.
 37. A method as defined in claim 36,wherein the data conveying inspection information includes datagenerated using at least one of ultrasonic waves, electromagnetic wavesand optical signals.
 38. A method as defined in claim 36, whereinprocessing the data conveying the inspection information to identify oneor more specific portions of the railway tracks manifesting defectsincludes: a) querying a database to obtain tolerance informationconveying permissible variations from the reference operationalconditions; b) processing the data conveying the inspection informationat least in part based on the reference operational conditions and thetolerance information to identify the one or more specific portions ofthe railway tracks. 39.-41. (canceled)
 42. A vehicle for inspectingrailway tracks, said vehicle being configured to travel on the railwaytracks, said vehicle comprising: a) a positioning system configured toderive positioning information associated with the vehicle; b) a sensorsystem for generating data conveying inspection information associatedwith portions of the railway tracks as the vehicle travels along therailway tracks; c) a processing system in communication with the sensorsystem and the positioning system, the processing system beingconfigured for: i. processing the data conveying the inspectioninformation and the positioning information associated with the vehicleto identify one or more specific portions of the railway tracksmanifesting defects, wherein the defects include conditions that presentdeviations from reference operational conditions; ii. communication witha database for storing inspection results, the inspection resultscorresponding to the one or more specific portions of the railway tracksidentified as manifesting defects in a database in communication withthe processing system.